Isolated cab mounting system for an armored vehicle

ABSTRACT

A vehicle includes a structural frame member including a structural tunnel, a first frame coupled to the structural tunnel and configured to engage a first axle assembly and a first suspension assembly, a second frame coupled to the structural tunnel and configured to engage a second axle assembly and a second suspension assembly, a cab assembly coupled to the structural tunnel, and an isolated joint positioned to support the cab assembly. The cab assembly is isolated from the structural tunnel, the first frame, and the second frame. The isolated joint includes a first bracket associated with the structural tunnel, a second bracket associated with the cab assembly, and a resilient member.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of U.S. application Ser. No.13/628,882, filed Sep. 27, 2012, which claims the benefit of U.S.Provisional Application No. 61/539,838, filed Sep. 27, 2011, which areincorporated herein by reference in their entireties.

BACKGROUND

The present application relates generally to the field of armoredvehicles. More specifically, the present application relates to featuresfor an armored vehicle to manage high bursts of energy, such as theenergy produced by a landmine explosion or an improvised explosiondevice (IED) during a blast event (i.e., as the landmine or IEDexplodes).

An armored vehicle may include a number of vehicle systems orcomponents, such as a cab or body, a chassis or frame, a suspensionsystem, a drive train, and other systems or components. Properfunctioning of any or all of the vehicle systems or components isimportant for the proper functioning of the vehicle. Protecting theoccupants of the vehicle during an attack or blast event is alsoimportant.

Thus, a need exists for a vehicle having armor and other features forprotecting the various vehicle systems and/or occupants of the vehicle.

SUMMARY

One embodiment of the application relates to a vehicle that includes astructural frame member including a structural tunnel, a first framecoupled to the structural tunnel and configured to engage a first axleassembly and a first suspension assembly, a second frame coupled to thestructural tunnel and configured to engage a second axle assembly and asecond suspension assembly, a cab assembly coupled to the structuraltunnel, and an isolated joint positioned to support the cab assembly.The cab assembly is isolated from the structural tunnel, the firstframe, and the second frame. The isolated joint includes a first bracketassociated with the structural tunnel, a second bracket associated withthe cab assembly, and a resilient member.

Another embodiment of the application relates to a blast-resistantvehicle that includes a structural frame member, a first frame coupledto the structural frame member and configured to engage a first axleassembly and a first suspension assembly, a second frame coupled to thestructural frame member and configured to engage a second axle assemblyand a second suspension assembly, and a cab assembly coupled to thestructural frame member, the cab assembly being isolated from thestructural frame member, the first frame, and the second frame. Theblast-resistant vehicle further includes an isolated joint positioned tosupport the cab assembly and an armor assembly including a panel coupledto the structural frame member. The panel defines an aperture proximatethe isolated joint that is configured to provide access to the isolatedjoint.

Yet another embodiment of the application relates to a military vehiclethat includes a blast resistant assembly and an isolated cab assemblyhaving an outer surface. The blast resistant assembly includes a frontsub-frame assembly including a front suspension, a rear sub-frameassembly including a rear suspension, a structural frame member coupledto the front sub-frame assembly and the rear sub-frame assembly, anarmor assembly coupled to the structural frame member, and a prime movercoupled to at least one of the front sub-frame assembly and the rearsub-frame assembly. Spacing between the outer surface of the isolatedcab assembly and the armor assembly defines a blast gap. The armorassembly includes a plurality of panels having overlapping edges therebyprotecting the isolated cab assembly, and the plurality of panelsinclude an under body panel extending from the structural frame memberand a side armor panel coupled to the under body panel.

Alternative exemplary embodiments relate to other features andcombinations of features as may be generally recited in the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements, inwhich:

FIG. 1 is a partial side view of a vehicle, according to an exemplaryembodiment;

FIG. 2 is a partial front cross-sectional view of the vehicle of FIG. 1,according to an exemplary embodiment;

FIG. 3 is a partial perspective view of various armor components for thevehicle of FIG. 1, according to an exemplary embodiment;

FIG. 4 is a partial side view of the vehicle of FIG. 1, according to anexemplary embodiment;

FIG. 5 is a detail view of a portion of the vehicle of FIG. 2, accordingto an exemplary embodiment;

FIG. 6 is a partial perspective view of various armor components for thevehicle of FIG. 1, according to an exemplary embodiment;

FIG. 7 is a partial cross-sectional view of a crushable member for thevehicle of FIG. 1, according to an exemplary embodiment;

FIGS. 8-10 are various perspective views of the armor system for thevehicle of FIG. 1, according to an exemplary embodiment;

FIG. 11 is a partial perspective view of various bracket components forthe armor system of FIGS. 8-10, according to an exemplary embodiment;

FIG. 12 is a partial perspective view of a front isolation mount for thevehicle of FIG. 1, according to an exemplary embodiment;

FIGS. 13-14 are partial perspective views of a rear isolation mount forthe vehicle of FIG. 1, according to an exemplary embodiment;

FIG. 15 is a partial perspective view of a rear isolation mount for thevehicle of FIG. 1, according to another exemplary embodiment;

FIGS. 16-18 are various perspective views of a plate coupled to thearmor system for the vehicle of FIG. 1, according to an exemplaryembodiment;

FIG. 19 is an end view of the plate of FIGS. 16-18, according to anexemplary embodiment;

FIG. 20 is an end view of a plate, according to another exemplaryembodiment;

FIG. 21 is an end view of a plate, according to yet another exemplaryembodiment;

FIG. 22 is a partial cutaway perspective view of various armorcomponents for a vehicle, according to another exemplary embodiment;

FIG. 23 is a partial side view of the vehicle of FIG. 22, according toan exemplary embodiment;

FIG. 24 is a partial cutaway perspective view of various armorcomponents for the vehicle of FIG. 22, according to an exemplaryembodiment; and

FIG. 25 is a bottom perspective view of various armor components for thevehicle of FIG. 22, according to an exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

According to the exemplary embodiment shown in FIG. 1, an armoredvehicle, shown as vehicle 10 includes a body (e.g., cabin, housing,etc.), shown as cab 12 and a structural armor component (e.g., chute,plate, tubular member, angled structural member, etc.), shown as tunnel14. According to an exemplary embodiment, the cab 12 may be coupled tothe tunnel 14. Cab 12 may be coupled to the tunnel 14 using isolatorsthat provide shock absorption and isolation of the cab 12 fromvibrations (e.g., from road hazards, bomb blasts, etc.). According to anexemplary embodiment, the cab 12 includes an occupant area, shown aspassenger compartment 40 and a cargo area, shown as bed 42.

As shown in FIG. 1, according to an exemplary embodiment, the vehicle 10includes a front sub-frame 16 and a rear sub-frame 18. Front sub-frame16 and rear sub-frame 18 may be configured to support an axle andsuspension system. By way of example, the front sub-frame 16 may supporta front axle and a front suspension system, while the rear sub-frame 18may support a rear axle and a rear suspension system. Although notshown, the vehicle 10 may also include a power source or prime mover(e.g., diesel engine, gasoline engine, electric motor, etc.) powering adrive train (e.g., driveline). The drive train may include atransmission, a driveshaft, axles, and other components.

According to an exemplary embodiment, the vehicle 10 is designed tosurvive a blast from an IED or a landmine by allowing explosive energyof the blast to pass around components of the vehicle 10. The vehicle 10may also include components designed to absorb, deflect, or dissipatethe blast from an IED or a landmine. In some embodiments, the vehiclemay be a military vehicle such as a high mobility multi-purpose wheeledvehicle (HMMWV), a mine resistant ambush protected (MRAP) vehicle, aheavy expanded mobility tactical truck (HEMTT), or another militaryvehicle. In other contemplated embodiments, the vehicle may be one of abroad range of vehicles (e.g., semi truck, construction equipment, trooptransport, aircraft, amphibious vehicle, etc.), having a structuredesigned to mitigate harm caused by an explosive blast directed towardthe undercarriage (e.g., frame, body, hull, suspension, drive train,etc.) of the vehicle.

According to an exemplary embodiment, the tunnel 14 acts as a structuralmember for the vehicle 10. Such a tunnel 14 may also provide protectionfrom blasts and explosive devices. As shown in FIG. 1, the tunnel 14couples the front sub-frame 16 to the rear sub-frame 18. Such a tunnel14 acts as a main frame or chassis component for the vehicle 10 andeliminates the need for vehicle 10 to include a separate frame member tocouple front sub-frame 16 and rear sub-frame 18. Removing a separateframe component reduces the cost and weight of vehicle 10.

According to an alternative embodiment, tunnel 14 may be integrated intoa traditional or existing frame system of a vehicle. Such integrationmay occur by positioning tunnel 14 (e.g., from below, down from above,etc.) such that a mounting interface of the tunnel may be coupled with asurface of the frame rail. By way of example, traditional frame railsare elongated rectangular tubular structures extending longitudinallyalong the length of a vehicle. A mounting surface on the frame rail mayinclude the vertical sidewalls or a horizontal surface of thetraditional frame rail. Such a configuration may not reduce the weightof the vehicle frame assembly but may reinforce the structural integrityof the vehicle or provide additional blast protection.

As shown in FIGS. 1-3, the tunnel 14 has a shape designed to providestructural support and blast protection to vehicle 10. According to anexemplary embodiment, tunnel 14 has a generally semitubular (e.g., alongitudinally-split half of a tube, and upside down “U”, etc.) shapeand includes an intermediate portion, shown as middle portion 34extending between a front portion 30 and a rear portion 32. As shown inFIGS. 1-3, tunnel 14 includes an enclosing portion (e.g., the curvedupper portion) that extends laterally across the width of tunnel 14 toform a cavity. According to an alternative embodiment, the enclosingportion may also include various additional features (e.g., sidewalls,protrusions, flanges, etc.). A tunnel 14 having a semitubular shape hasimproved torsional stiffness relative to traditional frame rail designs.As shown in FIG. 1, front portion 30 of the tunnel 14 is positionedwithin vehicle 10 adjacent to or under a front section of the passengercompartment 40, and rear portion 32 is positioned within vehicle 10adjacent to or under a rear section of the passenger compartment 40.

According to the exemplary embodiment shown in FIG. 1, the tunnel 14extends the entire length of the passenger compartment 40 of the vehicle10. Such a tunnel 14 provides blast protection to both a front and arear portion of passenger compartment 40. As shown in FIGS. 1-2, thefront portion 30 of tunnel 14 includes an opening having a largercross-sectional area than the cross-sectional area of middle portion 34.Similarly, the rear portion 32 of the tunnel 14 includes an openinghaving a larger cross-sectional area than the cross-sectional area ofmiddle portion 34. A tunnel 14 having larger openings may moreefficiently dissipate and vent a blast impulse away from the passengercompartment 40 because the bomb blast may be directed towards the frontand rear of the vehicle 10 out through the larger openings of the frontportion 30 and rear portion 32. Such venting is intended to direct blastenergy away from occupants and towards the various components of vehicle10.

Although the tunnel 14 is shown as having a generally semitubularconfiguration, the tunnel 14 may include other components (e.g.,mounting brackets, depressions, apertures, etc.) coupled to thesemitubular portion. According to an alternative embodiment, tunnel 14may have another shape, size, or configuration. By way of example, thetunnel 14 may have a “V” shape, an upside down “V” shape, or anotherconfiguration designed to deflect, absorb, or deflect blasts from thepassenger compartment 40 of the vehicle 10.

According to an exemplary embodiment, the tunnel 14 includes a shape(e.g., a semitubular shape, etc.) that decreases the area of the tunnel14 that is generally perpendicular to a blast and maximizes the area ofthe tunnel that is angled with respect to a blast. Such a shape isintended to reduce the amount of blast energy transferred into thevehicle 10 by increasing the standoff to the top of the tunnel 14 aswell as decreasing the dynamic deflection of the underbody upwardstowards the crew compartment 40. In addition to reducing dynamicdeflection, the longitudinal stiffness of the tunnel 14 also couples thechassis and powertrain mass directly to the underbody armor. Suchcoupling causes the mass of the chassis to be engaged earlier in theblast event thereby reducing the energy input to the crew compartment.Unlike a standard underbody configuration having a “V” shape, thesebenefits are magnified where the blast occurs at a location offset fromthe centerline of vehicle 10.

According to an exemplary embodiment, the tunnel 14 is constructed usingany suitable method (e.g., forging, stamping, molding, forming, etc.).By way of example, the tunnel 14 may be forged or cast as a single orunitary component (e.g., to save weight and cost). Such a forging orcasting operation that allows for a unitary construction may improve thestructural integrity of the tunnel 14 and the vehicle 10 by eliminatingthe need to fasten multiple components with joints. According to analternative embodiment, the tunnel 14 may be constructed from otherknown methods or made from multiple pieces that are later assembled orcoupled together. According to an exemplary embodiment, the tunnel 14 isconstructed from a suitable material (e.g., a material selected toperform well in a blast and/or fragmentation event). By way of example,the tunnel 14 may be constructed from aluminum or an aluminum alloy,steel, another metal, or a composite material (e.g., fiberglass, Kevlar,a multi-layered composite, carbon fiber, etc.).

According to the exemplary embodiment shown in FIGS. 1-3, tunnel 14extends upwards from a mounting portion, shown as flange 26. Such aconfiguration may improve the ground clearance of vehicle 10. Further, atunnel 14 extending upwards from a mounting portion may reduce theenergy absorbed by vehicle 10 from an IED blast. The underside ofvehicle 10 is exposed to a blast wave and debris during a blast event.By way of example, such debris may include portions of the IED,shrapnel, or other objects located on a road surface. The initialexplosion of an IED transfers energy to the surrounding air in the formof a blast wave and also transfers energy into debris. Such a blast waveand debris may travel towards vehicle 10 at an initial velocity and loseenergy as they travel through the air. Therefore, a vehicle 10 having atunnel 14 extending upwards from flanges 26 (i.e. having a greaterground clearance) may receive less energy from an IED blast because theblast wave and debris must travel a longer distance before impactingtunnel 14 or the other components of vehicle 10.

According to an exemplary embodiment, the tunnel 14 is an integralstructural frame member. Such a tunnel 14 may structurally support cab12, an armored underbody, a suspension assembly, and a drive train,among other components of vehicle 10. Supporting a vehicle body, such ascab 12, with tunnel 14 reduces the need for cab 12 to serve as astructural component, thereby reducing the weight and complexity of thebody design. As shown in FIG. 1, front sub-frame 16 and rear sub-frame18 are coupled directly to the tunnel 14. Such a tunnel 14 provides adirect load transfer from the suspension components coupled to eachsub-frame to the tunnel 14 having an improved torsional and longitudinalstiffness. A vehicle may also include various drive train components(e.g., a transmission, drive axles, etc.) disposed within tunnel 14.Locating drive train components within tunnel 14 may improve theserviceability of a vehicle by allowing efficient access to thesecomponents without the need to remove armor panels.

As shown in FIGS. 2-3, the tunnel 14 also supports other armorcomponents. By way of example, armor members (e.g., wings, panels,plates, etc.) shown as underbody armor components 20 are coupled to thetunnel 14. As shown in FIGS. 2-3, underbody armor components 20 arecoupled to a first and a second side of tunnel 14 through flanges 26.According to an exemplary embodiment, each flange 26 extends the entirelength of the tunnel 14. As shown in FIG. 2, each flange 26 extendsoutward from the tunnel 14 in a generally horizontal direction (e.g., atan angle of less than 10 degrees relative to a horizontal axis).According to various alternative embodiments, the flange 26 of thetunnel 14 may extend in another direction, or tunnel 14 may not includea flange 26. By way of example, the flange 26 may extend outward fromthe tunnel 14 in a generally downward direction, at a downward angle, ina generally upward direction, or at an upward angle.

As shown in FIG. 2, a first underbody armor component 20 is locatedunder the driver's side of the passenger compartment 40, and a secondunderbody armor component 20 is located under the passenger's side ofthe passenger compartment 40. According to an exemplary embodiment, eachunderbody armor component 20 angles upward from the tunnel 14 to anoutside edge of the vehicle 10. According to various alternativeembodiments, each underbody armor component may extend in otherdirections (e.g., lateral, horizontal, etc.). Such a configuration ofunderbody armor components 20 may facilitate the deflection ordissipation of blast energy outward and away from the vehicle 10.

Referring next to the exemplary embodiment shown in FIG. 3, vehicle 10includes a first armor member, shown as first rear armor component 22and a second armor member, shown as second rear armor component 24. Asshown in FIG. 3, first rear armor component 22 and second rear armorcomponent 24 are coupled to the tunnel 14 with supports, shown asbrackets 71. The first rear armor component 22 and second rear armorcomponent 24 are also coupled along an edge to the underbody armorcomponents 20 with a support, shown as bracket 23. According to anexemplary embodiment, first rear armor component 22 and second reararmor component 24 are configured to provide protection to the rear ofthe passenger compartment 40. Such protection may be particularlyimportant upon the explosion of an IED adjacent a rear wheel or the rearof the vehicle 10.

Referring next to the exemplary embodiment shown in FIG. 4, vehicle 10includes a third armor member, shown as first front armor component 36and a second front armor component 38 (not shown). As shown in FIG. 3,first front armor component 36 is coupled along an edge to the underbodyarmor components 20 with a support, shown as bracket 33. Second frontarmor component 38 may be coupled to underbody armor components 20 in asimilar way. According to an exemplary embodiment, first front armorcomponent 36 and second front armor component 38 are configured toprovide protection to the front of the passenger compartment 40. Suchprotection may be particularly important upon the explosion of an IEDadjacent a front wheel or the front of the vehicle 10.

According to the exemplary embodiment shown in FIG. 4, vehicle 10includes an armor plate positioned along the length of the vehicle,shown as sidewall armor component 44. According to an exemplaryembodiment, vehicle 10 includes a first sidewall armor component 44positioned along the driver's side of vehicle 10 and a second sidewallarmor component 44 positioned along the passenger's side of vehicle 10.As shown in FIG. 4, sidewall armor component 44 is coupled to an outeredge of the underbody armor components 20, bracket 23, and bracket 33.

According to the exemplary embodiment shown in FIGS. 4 and 6, sidewallarmor component 44 is coupled to the underbody armor components 20,bracket 23, and bracket 33 with a plurality of interlocking joints,shown as toothed connections 46. As shown in FIG. 6, each toothedconnection 46 may be formed by mating portions of underbody armorcomponents 20 and bracket 23, bracket 33, or sidewall armor component44. By way of example, the underbody armor components 20 may include aplurality of projections, shown as shear fingers 51. According to analternative embodiment, shear fingers 51 may extend from anothercomponent. As shown in FIG. 4, shear fingers 51 extend throughcorresponding apertures in bracket 23, bracket 33, or sidewall armorcomponent 44. According to an exemplary embodiment, toothed connections46 interlock the various armor components together and provideadditional structural integrity to the armor system. Structuralintegrity of the armor system may be particularly important during ablast condition (i.e. a loading condition where a pressure wave andshrapnel caused by the explosion of an IED impacts the armor system).Such toothed connections 46 may prevent the armor system from bendingduring a blast condition and may also prevent shearing or other damageof fasteners that may couple the various armor components together. Theopenings may also support or fasten the armor components together aftera blast event.

As shown in FIG. 6, the underbody armor components 20 include aprojection, shown as a shear finger 21. Such a shear finger 21 isconfigured to engage with an aperture or slot within the first frontarmor component 36. Shear finger 21 may prevent the underbody armorcomponents 20 from moving upwards relative to first front armorcomponent 36, prevent fasteners from shearing, and improve blastperformance by lowering dynamic deflections.

According to an exemplary embodiment, vehicle 10 includes various armorcomponents, shown as armor system 200. Armor system 200 may include theunderbody armor components 20, bracket 23, bracket 33, sidewall armorcomponent 44, first rear armor component 22, second rear armor component24, first front armor component 36, and second front armor component 38,among other components. According to an alternative embodiment, vehicle10 may not include armor system 200. By way of example, the armor system200 may be releasably coupled with fasteners to tunnel 14 for removalfrom or addition to vehicle 10, as the operating conditions (e.g., intheater, training, etc.) of vehicle 10 require. Such a vehicle 10 maystill maintain excellent blast, fragment, and ballistic protection byhaving the separate armor assembly in place. The ability to remove thearmor system 200 may improve the versatility or efficiency of vehicle 10by allowing a user to customize vehicle 10 to the current operatingconditions.

Referring next to the exemplary embodiment shown in FIG. 5, the cab 12is isolated (e.g., not rigidly coupled with, slidably coupled with,coupled with isolation mounts, offset, etc.) from the armor system 200and other components of vehicle 10 (e.g., tunnel 14, the suspensionsystem, and the axles, among others). According to an alternativeembodiment, the cab 12 may be isolated from armor system 200 but coupledin a traditional fashion to the suspension system and the axles, amongother components of vehicle 10. Isolation of cab 12 from at least armorsystem 200 may improve the survivability of the occupants within cab 12.During a blast condition, isolation allows a large mass (such as that ofthe armor system 200, tunnel 14, suspension system, and axles, etc.) toabsorb and dissipate a large portion of the blast energy before it mayimpact the occupants within cab 12. Isolating cab 12 allows the cab 12to move (e.g., flex, bend, rotate, translate, etc.) with at least someindependence from the armor system 200 and the other components ofvehicle 10. According to an exemplary embodiment, the cab 12 may beisolated and spaced a distance (e.g., 0.25 inches, 0.5 inches, 1.0inches, 1.5 inches, etc.) from the armor system 200.

Due to this isolation, the weight of armor system 200 may not besupported by cab 12, and forces experienced by armor system 200 during ablast condition may not be transferred into cab 12. Isolating cab 12from these loads may reduce the weight and complexity of cab 12 becausecab 12 need not be designed to carry armor system 200 or survivetransmitted loading during a blast condition. Isolating the cab 12 fromthe armor system 200 may also reduce deformation of cab 12 andvibrations experienced by occupants within cab 12 during a blast event.

As shown in FIGS. 4-5, overlap protection may be required where cab 12is spaced a distance from armor system 200. Such overlap protection mayinclude a plurality of plates that extend past one another to preventdebris, bullets, shrapnel, or other objects from impacting a portion ofcab 12. According to the exemplary embodiment shown in FIGS. 4-5,sidewall armor components 44 extend upward from the underbody armorcomponents 20 to provide overlap protection. Bracket 23 and bracket 33may also provide overlap protection between the cab 12 and underbodyarmor components 20, first rear armor component 22, second rear armorcomponent 24, first front armor component 36, and second front armorcomponent 38. Where the armor system 200 is isolated from the cab 12,vehicle 10 may also include additional armor covering the sides of cab12, shown as door armor 13. Such door armor 13 may be installed orremoved independent of the components of armor system 200.

Referring again to FIGS. 5-6, armor system 200 includes a blastattenuation device, shown as crushable member 50. According to anexemplary embodiment, crushable member 50 is disposed between twocomponents and may deform (e.g., distort, crush, bend, crumple, etc.) toabsorb energy. Such absorption of energy by crushable member 50 reducesthe blast energy received by other components of armor system 200. Asshown in FIGS. 5-6, crushable member 50 is positioned between theunderbody armor components 20 and the sidewall armor components 44.According to an exemplary embodiment, crushable member 50 includes apair of arms 52 that form a slot, shown as groove 53 for coupling oroverlapping an edge of the underbody armor components 20. Crushablemember 50 also includes an energy absorbing portion, shown as crushablesection 54. As shown in FIGS. 5-6, crushable section 54 has arectangular cross-section with vertical members and horizontal members.According to an exemplary embodiment, the vertical members of crushablesection 54 have a slight inward or concave curve that facilitates thecontrolled deformation of the crushable section 54. According to otheralternative embodiments, the crushable section 54 may have a differentconfiguration, position, orientation, or shape.

According to the exemplary embodiment shown in FIG. 5, the crushablesection 54 is positioned below the door armor 13 for the cab door.During a blast event, a pressure wave from below the vehicle 10 mayimpact underbody armor components 20 and cause underbody armorcomponents 20 to flex or bend. Such movement may cause crushable section54 to move upward towards a lower edge of door armor 13. In such aconfiguration, the crushable section 54 may deform after an uppersurface of crushable section 54 contacts the lower edge of door armor13. Energy from the blast is expended in deforming the crushable section54 thereby limiting the energy instead of transmitting it to the doorarmor 13 and the cab 12.

According to the exemplary embodiment shown in FIG. 6, the crushablemember 50 forms a portion of toothed connection 46. As shown in FIG. 6,the shear fingers 51 are integrally formed with crushable member 50.According to an alternative embodiment, crushable member 50 may includean aperture configured to receive the shear fingers 51 disposed onunderbody armor components 20. According to still other alternativeembodiments, the shear fingers 51 may not extend through apertureswithin crushable member 50, crushable member 50 may not wrap around aportion of underbody armor components 20, or the shear fingers 51 may bepositioned in another configuration. In such configurations, thecrushable section 54 may be coupled (e.g., welded, fastened, integrallyformed with, etc.) to an upper surface of the underbody armor components20 and may not include the pair of arms 52.

According to the exemplary embodiment shown in FIGS. 6-7, underbodyarmor components 20 are coupled to the flange 26 of the tunnel 14 with ablast attenuation device, shown as crushable member 60. As shown in FIG.7, crushable member 60 includes a plurality of energy absorbingportions, shown as first crushable section 61, a second crushablesection 62, and a third crushable section 63. According to an exemplaryembodiment, first crushable section 61, second crushable section 62, andthird crushable section 63 are configured to protect the viability ofcouplers, shown as fastener 64 and fastener 65 during a blast event. Asshown in FIG. 7, fastener 64 and fastener 65 may couple the underbodyarmor components 20 with the flange 26 of the tunnel 14. Such a firstcrushable section 61, second crushable section 62, and third crushablesection 63 may be configured to deform (e.g., distort, crush, bend,crumple, etc.) as energy is transferred towards the cab 12 fromunderbody armor components 20 during a blast condition. Such deformationmay prevent fastener 64 and fastener 65 from shearing thereby preservingthe integrity of the joint between underbody armor components 20 andflange 26 during a blast event.

Referring next to FIGS. 8-10, the armor system 200 for vehicle 10 isshown, according to an exemplary embodiment. As shown in FIGS. 8-10, thearmor system 200 includes the underbody armor components 20, bracket 23,bracket 33, sidewall armor component 44, first rear armor component 22,second rear armor component 24, first front armor component 36, andsecond front armor component 38, among other components. According to anexemplary embodiment, the armor system 200 also includes a forward armorsection, shown as front cab armor 90 and a rearward armor section, shownas rear cab armor 92.

As shown in FIG. 9, front cab armor 90 extends across the front of cab12 to protect occupants of the vehicle. Such front cab armor 90 may becomprised of various materials (e.g., steel, aluminum, a composite,etc.) and formed in a range of thicknesses (e.g., 0.5 inches, 1.0inches, etc.). Front cab armor 90 may be formed of a single piece or maycomprise various components coupled (e.g., welded, bolted, adhesivelysecured, etc.) together. According to an exemplary embodiment, a firstportion of the front cab armor 90 is coupled to an upper end of thefirst front armor component 36 and a second portion of the front cabarmor 90 is coupled to an upper end of the second front armor component38. Such a front cab armor 90 may extend the entire width of cab 12. Asshown in FIG. 9, front cab armor 90 also includes a lower portionextending downward toward tunnel 14.

Referring still to FIG. 9, rear cab armor 92 extends along the rear ofcab 12 to protect occupants of the vehicle. Such rear cab armor 92 maybe comprised of various materials (e.g., steel, aluminum, a composite,etc.) and formed in a range of thicknesses (e.g., 0.5 inches, 1.0inches, etc.). Rear cab armor 92 may be formed of a single piece or maycomprise various components coupled (e.g., welded, bolted, adhesivelysecured, etc.) together. According to an exemplary embodiment, rear cabarmor 92 includes a first armor component, shown as first portion 94 anda second armor component, shown as second portion 95. As shown in FIG.9, the first portion 94 is coupled to an upper end of the first reararmor component 22 and the second portion 95 is coupled to an upper endof the second rear armor component 24. According to an exemplaryembodiment, rear cab armor 92 includes an armored access, shown as reardoor frame 96 configured to receive an armored hatch, shown as reardoors 98. Such rear cab armor 92 may allow for occupants to enter orexit the vehicle 10 by opening (e.g., sliding, swinging, etc.) reardoors 98 into an open position. As shown in FIGS. 9-10, the rear doorframe 96 extends between the first portion 94 and the second portion 95.Rear door frame 96 may also include an elevated armor panel extendingabove the first portion 94 and the second portion 95. According to anexemplary embodiment rear cab armor 92 extends the entire width of cab12 or armor system 200. According to various alternative embodiments,rear cab armor 92 may not include rear door frame 96 or rear doors 98,or rear door frame 96 may comprise a plate member not configured toreceive rear doors 98.

Armor system 200 of vehicle 10 may offer 180 degree protection to theoccupants positioned within passenger compartment 40. As shown in FIG.4, the armored protection begins at a front firewall of the cab, extendsalong the bottom of cab (e.g., along the floor pan or foot wells of thepassenger compartment), and projects upwards along the rear wall of thecab. According to the exemplary embodiment where vehicle 10 includestunnel 14 without additional frame members, front cab armor 90 extendsacross the entire surface of a front firewall of vehicle 10 and rear cabarmor 92 extends across an entire rear surface of cab 12.

Referring again to the exemplary embodiment shown in FIGS. 8-10, armorsystem 200 includes a first coupler, shown as bracket 39 and a secondcoupler, shown as bracket 41. As shown in FIGS. 8-10, a bracket 39 isincluded to couple a lower portion of first front armor component 36 andsecond front armor component 38 to the underbody armor components 20.Similarly, bracket 41 is included to couple first rear armor component22 and second rear armor component 24 to the underbody armor components20. According to an alternative embodiment, armor system 200 may notinclude bracket 39 or bracket 41.

As shown in FIG. 10, first rear armor component 22 and second rear armorcomponent 24 are each coupled to a portion of the tunnel 14, shown asrear portion 15. According to an exemplary embodiment, such coupling isachieved through a support, shown as back bracket 79. According to anexemplary embodiment, first rear armor component 22 and second reararmor component 24 are also coupled together with a brace, shown assupport bracket 74. As shown in FIG. 10, the rear portion 15 of tunnel14 includes a plurality of apertures configured to receive fastenersthat couple rear sub-frame 18 to tunnel 14. According to an alternativeembodiment, rear sub-frame 18 may be coupled to tunnel 14 using anotherknown method (e.g., welding, adhesively joined, etc.) or rear sub-frame18 may be coupled to another component of armor system 200. According toan alternative embodiment, the various sub-frames or standard framerails may be coupled to another portion of tunnel 14 such as to lowerflanges, to the upper curved portion, or to the tunnel through thesurrounding armor components.

According to an exemplary embodiment, the various components of thearmor system 200 are bent or forged. According to various alternativeembodiments, the components may be formed using another suitable method.By way of example, the various components of the armor system 200 may becast, stamped, formed, molded, etc. as components or may each includevarious sub-components joined (e.g., assembled, fastened, bolted,welded, adhesively secured) together. According to an exemplaryembodiment, the various components of the armor system 200 areconstructed from aluminum. According to various alternative embodiments,the components of armor system 200 may be constructed from a materialselected to perform well during a blast or fragmentation event. By wayof example, the various components of the armor system 200 may beconstructed from an aluminum alloy, steel, a composite (e.g.,fiberglass, Kevlar, etc.), or another suitable material. According to anexemplary embodiment, the various components of armor system 200 may beformed in a range of thicknesses (e.g., 0.5 inches, 1.0 inches, etc.).Such thickness may vary depending on the weight and protectionrequirements for vehicle 10.

Referring now to the exemplary embodiment shown in FIG. 11, armor system200 includes a support member, shown as intermediate bracket 72. Such anintermediate bracket 72 couples the first front armor component 36 withthe tunnel 14. As shown in FIG. 11, the intermediate bracket 72 iscoupled to an inner edge of the first front armor component 36. Suchcoupling is further strengthened with the use of a support, shown ascoupling bracket 70. According to an alternative embodiment, first frontarmor component 36 may be designed to couple directly with the tunnel 14(i.e. without the use of intermediate brackets). According to anexemplary embodiment, tunnel 14 is coupled to the front sub-frame 16 andthe rear sub-frame 18 with brackets extending along the length of thetunnel 14. The location of such brackets more efficiently transfersloading from the front sub-frame 16 and the rear sub-frame 18 into thetunnel 14.

According to the exemplary embodiment shown in FIG. 12, cab 12 iscoupled to the other components of vehicle 10 through an isolator shownas isolator 28. As shown in FIG. 12, a first bracket, shown as cab mountbracket 76 is coupled to an extended portion of tunnel 14, shown assidewall 19, and the cab mount bracket 76 is positioned along the lengthof sidewall 19 proximate a front end of the tunnel 14. According to anexemplary embodiment, the cab mount bracket 76 includes two flangescoupled by a top surface.

As shown in FIG. 12, cab mount bracket 76 includes a mounting pad, shownas circular portion 77 coupled to the top portion of the cab mountbracket 76 and configured to receive isolator 28. According to theexemplary embodiment shown in FIG. 12, cab 12 is coupled to the othercomponents of vehicle 10 only through isolator 28. According to anexemplary embodiment, isolator 28 is a known isolation device and maycomprise rubber or another substance. According to an exemplaryembodiment, the durometer of the rubber is varied to meet the specificapplication of the vehicle. As shown in FIG. 12, the isolator 28comprises one piece of rubber. According to an alternative embodiment,isolator 28 may comprise two or more pieces coupled together. The design(e.g., number of pieces, etc.) of isolator 28 may vary depending on thespecific application and characteristics of vehicle 10.

Referring still to the exemplary embodiment shown in FIG. 12, armorsystem 200 also includes a support member, shown as body mount bracket78. As shown in FIG. 12, body mount bracket 78 is coupled to the cab 12.According to an exemplary embodiment, contact between body mount bracket78, isolator 28, and cab mount bracket 76 is maintained through the useof a fastener, such as a bolt. According to an exemplary embodiment, thevehicle 10 includes one isolation mount positioned on each front end oftunnel 14.

Referring next to the exemplary embodiment shown in FIGS. 13-14, cab 12is coupled at the rear of vehicle 10 through a rear support, shown asbracket 80 and rear body support, shown as body mount bracket 86. Asshown in FIG. 13, bracket 80 includes a plate, shown as first portion 81coupled to the first rear armor component 22. Bracket 80 also includesan aperture aligned with a corresponding aperture in the first reararmor component 22 for accessing (e.g., to decouple, etc.) the rearisolation mount. Such corresponding apertures are covered with aremovable protection plate, shown as cover plate 48 in FIG. 10.According to an alternative embodiment, bracket 80 may also includevarious ribs or support members for improving the rigidity of thebracket 80. Bracket 80 also includes a plate, shown as second portion 82coupled to the tunnel 14 and a pair of flanges, shown as sides 83coupled to a plate, shown as middle portion 84. As shown in FIG. 13,middle portion 84 includes an aperture, configured to receive afastener. As shown in FIG. 14, body mount bracket 86 is coupled to thecab 12. According to an exemplary embodiment, the body mount bracket 86includes a pair of plates, shown as sides 87 coupled by a mountingplate, shown as middle portion 88. According to an exemplary embodiment,middle portion 88 includes an aperture configured to receive a fastenerdisposed through an isolator.

Referring still to FIG. 14, tunnel 14 includes an opening, shown as slot31 configured to receive a projection coupled to first rear armorcomponent 22 thereby forming a toothed connection. As shown in FIG. 14,tunnel 14 also includes a plurality of voids, shown as apertures 45configured to receive fasteners for coupling the first rear armorcomponent 22 and second rear armor component 24 to the tunnel 14 throughback bracket 79.

According to the exemplary embodiment shown in FIGS. 13 and 16, thefirst rear armor component 22 includes a bottom coupling portion (i.e.tooth, tab, etc.), shown as projection 27 and a side coupling portion(i.e. tooth, tab, etc.), shown as projection 29. As shown in FIG. 13,projection 27 and projection 29 are integrally formed with edges of thefirst rear armor component 22. According to an alternative embodiment,first rear armor component 22 may include only projection 27 or onlyprojection 29. Projection 27 and projection 29 may be integrally formedwith or otherwise fastened (e.g., bolted, welded, adhesively secured,etc.) to first rear armor component 22. As shown in FIG. 16, theprojection 27 engages with corresponding features (e.g., projections,slots, etc.) of the underbody armor components 20, and the projection 29engages with a corresponding portion (i.e. tooth, tab, etc.), shown asprojection 25 of the bracket 23.

As shown in FIG. 16, the corresponding first front armor component 36,second front armor component 38, and brackets 33 may also includetoothed connections. First front armor component 36 includes a couplingportion (i.e. projections, tabs, etc.), shown as teeth 37 that engage orinterlock with a corresponding coupling portion (i.e., projections,tabs, etc.) shown as teeth 35 of the bracket 33. The various toothedjoints that couple the armor panels together may improve the integrityof armor system 200. Joints having an interlocking tooth design mayfurther improve the integrity of armor system 200 by preventing shearingof the fasteners and distributing blast energy to the various coupledcomponents of armor system 200. Such prevention of fastener shear andenergy absorption may also improve occupant and vehicle survivabilityafter a blast event.

According to the exemplary embodiment shown in FIG. 15, vehicle 10includes a rear isolation mount. As shown in FIG. 15, the rear isolationmount includes a first bracket, shown as cab mount bracket 80A coupledto the first rear armor component 22. Such a rear isolation mount alsoincludes a first and a second flange, shown as sides 83A that support anupper wall, shown as middle portion 84A. According to an exemplaryembodiment, middle portion 84A supports a mounting interface, shown asmounting pad 85A. Such a mounting pad 85 may be configured to support anisolator. As shown in FIG. 15, the rear isolation mount also includes abracket, shown as body mount bracket 86 coupled to the cab 12. Accordingto an exemplary embodiment, an isolator couples the cab mount bracket80A and the body mount bracket 86. This configuration isolatinglycouples the cab 12 to the tunnel 14 with the first rear armor component22.

According to an exemplary embodiment, the vehicle 10 includes fourisolation mounts. By way of example, one isolation mount may be locatedadjacent each corner of the cab. According to an alternative embodiment,the vehicle 10 may include more or fewer isolation mounts. Havingisolation mounts isolates the cab 12 from vibrations or forces acting onthe armor components. Such vibrations or forces may occur from naturalphenomenon such as uneven terrain or other phenomenon such as a blastevent.

According to the exemplary embodiment shown in FIGS. 16-19, armor system200 includes a shielding member, shown as a plate 66. As shown in FIGS.16-19, the plate 66 includes a first portion 67 and a second portion 68.According to an exemplary embodiment, first portion 67 and secondportion 68 are angled to allow for blast energy to reflect towards themiddle of the vehicle, and the first portion 67 and the second portion68 may be coupled to an angled portion of underbody armor component 20.According to an exemplary embodiment, the plate 66 includes a raisedmiddle portion 69 disposed between the first portion 67 and the secondportion 68. As shown in FIGS. 16-18, the plate 66 is positioned belowthe tunnel 14 and extend from a front of the tunnel 14 to a rear of thetunnel 14.

According to the alternative embodiments shown in FIG. 20-21, theshielding member may have a different contour. As shown in FIG. 20, ashielding member, shown as a plate 66A includes a first portion 67A anda second portion 68A. Unlike the raised middle portion 69 of plate 66,the plate 66A includes a depressed middle portion 69A positioned betweena first raised portion 71A and a second raised portion 72A. Such a plate66A may be coupled to the armor system 200 of the vehicle 10 and may bepositioned below tunnel 14.

According to an alternative embodiment shown in FIG. 21, a shieldingmember, shown as a plate 66B is a generally flat plate. Such a plate 66Bmay include a first end 67B and a second end 68B. According to analternative embodiment, plate 66B may be coupled to the armor system 200of the vehicle 10 in a manner similar to the plate 66. According to analternative embodiment, plate 66B may be directly coupled to the tunnel14.

According to an exemplary embodiment, shielding members, such as plates66, 66A, and 66B dissipate the energy of a bomb blast released during ablast event. According to an alternative embodiment, armor system 200may include various members having a larger “V” shape that extendsdownwards toward the ground surface, where clearance allows. Thedissipation of plates 66, 66A, and 66B may provide additional protectionto the occupants of vehicle 10. By way of example, shielding members mayprevent a portion of the initial blast energy from contacting the tunnel14 and funnel energy towards the front and back of vehicle 10. Shieldmembers may also help to reduce the speed and distribute the effect ofthe blast thereby lowering the amount of force eventually exerted on thetunnel 14 and eventually to occupants within the cab 12. According to anexemplary embodiment, such shielding members may be manufactured fromplates that are less thick than standard armor (e.g., to serve assacrificial plates failing upon impact) or from plates that are thickenough to prevent failure.

According to the various exemplary embodiments, the drive traincomponents of the vehicle may be provided above, below, or a combinationof both above and below the shielding members. According to analternative embodiment, the armor system for the vehicle may beconfigured for use with or without a shielding plate. Where the armorsystem includes a shielding plate, such a shielding plate may be coupledto the other components of the armor assembly with a crushable member.

Referring next to the alternative embodiment shown in FIGS. 22-25, anarmored vehicle, shown as vehicle 110 includes a body (e.g., cabin,housing, etc.), shown as cab 112 and structural frame members, shown asframe rails 114. According to an exemplary embodiment, the cab 112 iscoupled (e.g., bolted, welded, adhesively secured, etc.) to the framerails 114. According to an alternative embodiment, the cab 112 may becoupled to the frame rails 114 using isolators to provide shockabsorption and isolation of vibrations, among other benefits. Accordingto an exemplary embodiment, the cab 112 includes a passenger area, shownas occupant compartment 140 and a bed, shown as cargo area 142.

According to the exemplary embodiment shown in FIG. 22, the vehicle 110includes at least one energy absorbing portion, shown as crushablemember 160. Such a crushable member 160 couples an armor plate, shown asunderbody armor component 120 to the frame rails 114. Such coupling maybe accomplished with various fasteners. According to an exemplaryembodiment, the crushable member 160 is configured to deform (e.g.,distort, crush, bend, crumple, etc.) during a blast event where theunderbody armor component 120 is subjected to blast forces and debris.Such a crushable member 160 reduces the likelihood that the fastenerscoupling the underbody armor component 120 to crushable member 160 willfail (e.g., break, shear, etc.) thereby maintaining the integrity of theunderbody armor component 120.

As shown in FIG. 25, vehicle 110 includes a first frame (e.g.,suspension sub-frame, etc.) shown as front sub-frame 116 coupled to afront portion of frame rails 114. Vehicle 110 also includes a secondframe (e.g., suspension sub-frame, etc.) shown as rear sub-frame 118coupled to a rear portion of frame rails 114. According to an exemplaryembodiment, the front sub-frame 116 and the rear sub-frame 118 areconfigured to support an axle and suspension system. By way of example,the front sub-frame 116 supports a front axle and front suspensionsystem, and the rear sub-frame 118 supports a rear axle and rearsuspension system. The vehicle may also include a power source or primemover (e.g., diesel engine, gasoline engine, electric motor, etc.)powering a drive train (e.g., driveline). The drive train may include atransmission, a driveshaft, and axles, among other components.

According to an exemplary embodiment, the vehicle 110 may be designed tosurvive a blast from an IED or a landmine by allowing explosive energyof the blast to pass around components of the vehicle. Such a vehiclemay also absorb, deflect, and dissipate the blast by specific componentsof the vehicle. In some embodiments, the vehicle may be a militaryvehicle such as a high mobility multi-purpose wheeled vehicle (HMMWV), amine resistant ambush protected (MRAP) vehicle, a heavy expandedmobility tactical truck (HEMTT), or other military vehicle. In othercontemplated embodiments, the vehicle may be one of a broad range ofvehicles (e.g., semi truck, construction equipment, troop transport,aircraft, amphibious vehicle, etc.), having a structure designed tomitigate harm caused by an explosive blast directed toward theundercarriage of the vehicle.

According to the exemplary embodiment shown in FIGS. 22 and 25, theunderbody armor component 120 includes various components coupled (e.g.,fastened, welded, adhesively secured, etc.) together. As shown in FIG.25, the underbody armor component 120 includes a frame, shown as centersection 130, an armor panel, shown as first outer section 132, and anarmor panel, shown as outer section 133. Such an underbody armorcomponent 120 may be removable from the vehicle 110. By way of example,the underbody armor component 120 may be decoupled (e.g., unfastened,unbolted, detached, etc.) from the frame rails 114 of the vehicle 110.Such a vehicle having a decoupled underbody armor component 120 may beoperated without the underbody armor component 120. Such decouplingallows greater variability and speed of changeover in the field,depending on the specific application of the vehicle 110.

As shown in FIGS. 22-23, vehicle 110 includes a side armor panel, shownas sidewall armor 144. Such sidewall armor 144 is configured to overlapthe gap (e.g., blast gap, clearance, spacing, unarmored portion, etc.)between the cab 112 and the underbody armor component 120. Without suchan overlap, debris or a blast wave may injure the occupants of vehicle110 by traveling through the gap and impacting the cab 112. As shownFIG. 24, rear wheel well armor component 122 and front wheel well armorcomponent 136 is configured to overlap the gap between the cab 112 andthe underbody armor component 120. Thus, the sidewall armor 144, rearwheel well armor component 122, and front wheel well armor component 136provide overlap blast protection for the vehicle 110.

As shown in FIGS. 22-25, the sidewall armor 144, rear wheel well armorcomponent 122, and front wheel well armor component 136 are coupled tothe cab 112 (e.g., with fasteners). During a blast event, the shock waveand shear force may cause failure of bolts or other fasteners. Suchfailure may be reduced with crush sections formed at the interfacebetween the underbody armor component 120 and the sidewall armor 144,among other suitable locations. According to an exemplary embodiment,the interface between the underbody armor component 120 and the sidewallarmor 144 includes projections, shown as shear fingers 121 that extendinto corresponding openings, shown as apertures 146 formed in thesidewall armor 144. According to an exemplary embodiment, the sidewallarmor 144 includes a bottom member 148 that forms a bottom portion ofeach of the apertures 146 that support shear fingers 121 after a blastevent.

According to an exemplary embodiment, apertures 146 include an energyabsorption device, shown crushable member 150. Such a crushable member150 may deform (e.g., distort, crush, bend, crumple, etc.) during ablast event where the underbody armor component 120 is subjected toblast forces. By way of example, during a blast event, the underbodyarmor component 120 may deform or flex causing the shear fingers 121 tocontact the crushable members 150. Instead of transferring blast energydirectly to the sidewall armor 144 and to the door of the cab 112, thecrushable members 150 may plastically deform to help dissipate a portionof the blast energy. Thereafter, the shear fingers 121 extending fromunderbody armor component 120 and into corresponding slots may preventthe joint between the sidewall armor 144 and the underbody armorcomponent 120 from failing thereby maintaining the integrity of thejoint between the sidewall armor 144 and the door frame 113.

Crushable sections provide a benefit in a blast event as they requireenergy to plastically deform. Such crushable sections may absorb blastenergy and increase the time before the interfacing member (e.g., armorpanel, shear finger, projection, etc.) transfers energy to otherportions of the vehicle. Further, the overlapping plates (e.g., sidewallarmor and wheel well armor) prevent direct line-of-sight access to thecab floor itself. Overlapping plates may be used both on the sides andalong the front and rear wheel wells of the vehicle, among otherlocations. Such a vehicle may include underbody armor that is isolatedfrom the cab. A gap of a specific size (e.g., 0.5 inches, 1.0 inches,1.5 inches, etc.) may be maintained at all locations to prevent contactbetween chassis and cab mounted components while driving.

During a blast event, a shock wave often causes fasteners and otherretaining systems to fail. The addition of shear fingers or teethintegrated into the vehicle design may prevent fasteners from failing,offers support if the bolts do fail, and prevents penetration into thevehicle by retaining the moving component. During a blast event, loadingof the underbody is often transmitted into the vertical sidewall of acab. Such transmission may move the cab upwards without impacting theoccupant but may shear the fasteners within the sidewall or those thatcouple the sidewall to add-on armor kits. A blast event for atraditionally designed vehicle may therefore result in failure of themounting method. The addition of a crushable section to the sidewall maybe used to attenuate the impulse into the side armor and fasteners hasbeen incorporated into the embodiments shown in the figures anddescribed above. The feature can be incorporated into the sidewallitself local to each fastener, to the bottom of the sidewall, or to thetop of the underbody panel, among other configurations. It should benoted that the exact shape or method of energy absorption may bemodified, as readily recognized by one having ordinary skill in the art.

It should be noted that references to “front,” “rear,” “top,” and “base”in this description are merely used to identify various elements as areoriented in the FIGS., with “front” and “rear” being relative to theenvironment in which the device is provided.

For the purpose of this disclosure, the term “coupled” means the joiningof two members directly or indirectly to one another. Such joining maybe stationary or moveable in nature. Such joining may be achieved withthe two members or the two members and any additional intermediatemembers being integrally formed as a single unitary body with oneanother or with the two members or the two members and any additionalintermediate members being attached to one another. Such joining may bepermanent in nature or may be removable or releasable in nature.

It is important to note that the construction and arrangement of thevarious features as shown in the various exemplary embodiments isillustrative only. Although only a few embodiments have been describedin detail in this disclosure, those skilled in the art who review thisdisclosure will readily appreciate that many modifications are possible(by way of example, variations in sizes, dimensions, structures, shapesand proportions of the various elements, values of parameters, mountingarrangements, use of materials, colors, orientations, etc.) withoutmaterially departing from the novel teachings and advantages of thesubject matter recited in the claims. By way of example, elements shownas integrally formed may be constructed of multiple parts or elements,the position of elements may be reversed or otherwise varied, and thenature or number of discrete elements or positions may be altered orvaried. The order or sequence of any process or method steps may bevaried or re-sequenced according to alternative embodiments. Othersubstitutions, modifications, changes and omissions may also be made inthe design, operating conditions and arrangement of the variousexemplary embodiments without departing from the scope of the presentembodiments.

What is claimed is:
 1. A vehicle, comprising: a structural frame member including a structural tunnel; a first frame coupled to the structural tunnel and configured to engage a first axle assembly and a first suspension assembly; a second frame coupled to the structural tunnel and configured to engage a second axle assembly and a second suspension assembly; a cab assembly coupled to the structural tunnel, wherein the cab assembly is isolated from the structural tunnel, the first frame, and the second frame; and an isolated joint positioned to support the cab assembly, wherein the isolated joint includes a first bracket associated with the structural tunnel, a second bracket associated with the cab assembly, and a resilient member.
 2. The vehicle of claim 1, wherein the structural tunnel includes a curved upper portion extending downward into a first side wall and a second side wall.
 3. The vehicle of claim 2, wherein the first bracket is a separate component coupled to at least one of the first side wall and the second side wall of the structural tunnel.
 4. The vehicle of claim 1, wherein the first bracket is a separate component coupled to the structural tunnel.
 5. The vehicle of claim 4, wherein the second bracket is a separate component coupled to the cab assembly.
 6. The vehicle of claim 1, further comprising a wheel plate coupled to the structural tunnel, wherein the cab assembly is spaced an offset distance from the wheel plate.
 7. The vehicle of claim 6, wherein the offset distance is at least 0.25 inches.
 8. The vehicle of claim 1, further comprising an armor assembly coupled to the structural tunnel, wherein the cab assembly is spaced an offset distance from the armor assembly.
 9. A blast-resistant vehicle, comprising: a structural frame member; a first frame coupled to the structural frame member and configured to engage a first axle assembly and a first suspension assembly; a second frame coupled to the structural frame member and configured to engage a second axle assembly and a second suspension assembly; a cab assembly coupled to the structural frame member, wherein the cab assembly is isolated from the structural frame member, the first frame, and the second frame; an isolated joint positioned to support the cab assembly; and an armor assembly including a panel coupled to the structural frame member, wherein the panel defines an aperture proximate the isolated joint configured to provide access to the isolated joint.
 10. The blast-resistant vehicle of claim 9, wherein the isolated joint includes a first bracket associated with the structural frame member, a second bracket associated with the cab assembly, and a resilient member.
 11. The blast-resistant vehicle of claim 10, wherein the first bracket defines an aperture at least partially aligned with the aperture of the panel, the aperture of the first bracket and the aperture of the panel cooperating to provide access to the isolated joint.
 12. The blast-resistant vehicle of claim 9, wherein the isolated joint defines a front isolated joint, the blast-resistant vehicle further comprising a rear isolated joint positioned to support a rear of the cab assembly.
 13. The blast-resistant vehicle of claim 10, wherein the rear isolated joints couples a rear portion of the cab assembly to a rear portion of the structural frame member.
 14. The blast-resistant vehicle of claim 9, further comprising a first suspension assembly coupled to the first frame, wherein the panel is disposed between the first suspension assembly and the isolated joint.
 15. A military vehicle, comprising: a blast resistant assembly including: a front sub-frame assembly including a front suspension; a rear sub-frame assembly including a rear suspension; a structural frame member coupled to the front sub-frame assembly and the rear sub-frame assembly; an armor assembly coupled to the structural frame member; and a prime mover coupled to at least one of the front sub-frame assembly and the rear sub-frame assembly; and an isolated cab assembly having an outer surface, wherein spacing between the outer surface of the isolated cab assembly and the armor assembly defines a blast gap, wherein the armor assembly comprises a plurality of panels having overlapping edges thereby protecting the isolated cab assembly, the plurality of panels including an under body panel extending from the structural frame member and a side armor panel coupled to the under body panel.
 16. The military vehicle of claim 15, wherein the blast gap surrounds the isolated cab assembly.
 17. The military vehicle of claim 16, wherein the blast gap is at least 0.25 inches.
 18. The military vehicle of claim 15, further comprising a door armor plate coupled to a side of the isolated cab assembly.
 19. The military vehicle of claim 18, wherein the side armor panel extends upward past a bottom edge of the door armor plate to provide ballistic overlap protection.
 20. The military vehicle of claim 18, wherein the armor assembly includes a wheel plate coupled to an end of the under body panel. 